Control of apparatus governing the passage of cars or vehicles along a railway.



N0. ss0,119. PATENTED SEPT. 4, 1906.

H. A. WALLACE. CONTROL OF APPARATUS GOVERNING THE PASSAGE 0P CARS 0R VEHICLES ALONG A RAILWAY.

APPLICATION FILED JUNE 13, 1906.

w k s \3 A UNITED STATES PATENT OFFICE.

HERBERT A. WALLACE, OF NEW'YORK, N. Y., AS SIGNOR TO THE UNION SWITCH AND SIGNAL COMPANY OF SI/VISSVALE, PENNSYLVANIA, CORPORATION OF PENNSYLVANIA.

CONTROL OF APPARATUS GOVERNING THE PASSAGE F CARS 0R VEHICLES ALONG A RAILWAY.

Specification of Letters Patent.

. 4 Patented Sept. 4, 1906.

Application filed June 13,1906. Serial No. 321.458.

To all whom it may concern:

Be it known that I, HERBERT A. WALLACE,

a citizen of the United States, residing in the borough of Manhattan, city, county, and State of New York, have invented certain 'new and useful Im rovements in the Conenergy employed to term its trol of Apparatus overning the Passage of Cars or Vehicles Alon a Railway, of which the following is a s cc cation.

My invention re aratus governing the passage of cars or vehicles along a railway.

My invention more particularly relates to the control of that form of apparatus generally known in the art as tram-stops. This apparatus is preferably automatic in its operation and comprises a trip which has at least two positions, one of which I will herein 0 erative or danger position and the ot er of which its inoperative or clear position, a suitable form of motor for moving the trip from its operative to its inoperative osition, and suitable means for controlling the supply of motive power to the motor. The trip 18 preferably moved to its operative position by1 gravity when power or old it in its inoperative positionfis cut off from the train-stop, though, if desired, suitable means may be employed for this purpose.

In this invention it is intended in the usual operation of the device that when a circuit on a device is closed power will be supplied to move and hold the trip in its inoperative position, and when the same circuit is opened Such power will be cut ofi' and the trip will move or be moved to its operative position.

I have not herein illustrated any specific form of train-stop, as my invention-relates more particularly to the control of such apparatus,,and therefore any form of such apparatus comprising the parts hereinbefore employed may be used. A function of the apparatus is to automatically set the brakes o a car or train or shut oil the motor-power from the car or train motors, or both, should a car or train proceed ast a danger-point without authority. T is is generally accomplished by having the tri engage and operate an arm or'arms carrie by the car or train, which arm operates apparatus provided in the braking or power system of the train or otherwise affects such braking or power sysates to the control of apterm. I have not herein illustrated any such arrangement on a car or train, as there are, many and they are well understood In the art.

control for such apparatus embodyin my invention andwill point out the nove features thereof in claims.

. In the accompanying drawings, Figure 1 is a diagrammatical view of a ortion of a railway, railway-signals locate at oints along the railway, a train-stop located at two signal-points, and an arrangement of circuits embodying my invention for controlling the operation of a train-stop. Fig. 2 is a view similar to Fig. 1, but illustrating a different condition of some of the circuits and parts due to the presence of a train.

Referring now to thedrawings, A A designate actuating devices fortwo train-stops, each shown in this case as being a solenoid, although other forms of electrically-controlled or electrically-operated actuating devices may be employed. V

B B designate the trips, each of which is pivoted at b and connected at one end to the core of the adjacent solenoid. The tri s of the train-stops are normally or usual y in their operative or danger positions and are moved to back again tions by the railway.

. O C designate counterweights, or they may be springs, each connected to its trip to normally bring it to operative or danger position.

r H H designate automatic railway-signals of any approved t e. As shown, each railway-signal is provi ed with a home and distheir inoperative positions and to their operative or dan er posipassage of a car or train a ong the I will now proceed to describe a system of p tant semaphore; but the latter is 'not necessary to the, operation of myinvention. Each railway-signal'will preferably be automatically controlled by the passage of a train along the railwa and any of the well-known railway signa ing systems employing track-circuits and known as automatic systems may be employed. In the drawings I have illustrated one block-section 2 and arts of two other block-sections l and 3 at t e ends of block-section 2.

E and F are two circuit-controllers 0 erated by the home semaphore of the sigma H,

' semaphore indicates danger,

' movement of the trip mechanism.

' operated by the trip of r of the railway-signal Ebeing closed when the home semaphore indicates safetyand opened when the home and F being close when the semaphore indicates dan ger and opened when the home semaphore indicates safety.

E F are similar circuit-controllers operated by the home semaphore of railway-signal H. Each home semaphore will operate two such circuit-controllers.

D is'a circuit-controller operated by the It is in open position when the trip is in operative position or dangerposition and closes a circuit only when the trip is in inoperative posi tion or clear position.

D designates a similar circuit-controller the train-stop adjacent railway-signal H. .Each trip will operate a similar circuit-controller.

4 and 5 designate line conductors extending along the railway, one being a feeder and the other a return, constituting a part of a circuit which also includes a suitable source of current. (Not shown.)

6 designates a third conductor, which for convenience I will herein designate as a stopconductor. One such conductor extends between the circuit-controller F of a home semaphore and the train-stop next in advance.

The operation of my invention is as follows: With no car or train in a block-section or in either of the block-sections adjacent to said block-section the semaphore of the railwaysignals will be in the position shown, the trips of the train-stops will be in their operative or danger positions, and all circuits on a train-sto open. Assume now that a car or train (in icated by X) has entered block-section2 from section 1-. The semaphore-blades H, located at the entrance end of this block section, will move to danger, as is usual l1 automatic signaling systems, thereby opering controller E an closing circuit-controller F. If block-section 3 is also clear of a car or train, the closing of circuit-controller F closes a circuit on the solenoid A, which may be traced as follows: wires 4, 10, Circuit-controller F, wires 11,6, 12,7, circuit-controllerE, (see Fig. 1,) wires 8, 13, 1.4, solenoid A and wire 9 to return 5. The solenoid A will then move its trip to its inoperative position, (see Fig. 2,) and in doin so the trip B will close its circuit-control or D. Assoon as the car or train enters block-section 3 the semaphores of railway-signal II. will move to their danger positions and the controller IE will be opened and F closed. The opening of circuit-controller E, however, does'not set the trip to its operative or danger position, for the closing of circuit-controller I) establishes a circuit from wire 12, through wire 15, circuit-controller D and wire 16 to the solenoid. This last-described circuit will be main tained until the car or train X has completely moved out of block-section 2, in which case the home semaphore of railway-signal H will i be moved to its safety position, and thereby 1 break the circuit at F, at the same time closing the circuit at E for operating the solenoid I A when a car or train enters section 1. It is i obvious that unless the home semaphore of railway-signal H is in its safety position .no 1 current can flow through the solenoid A,

even should a car or train X and consequently the trip will remain in operative position or danger so long as the home semaphore of railway-signal H is in danger position. It will be noted that the trip of a train-stop danger position until a car or train has completely moved out of a block-section. It is of course understood that a train or car on section 1 will operate as above described to signal H indicates safety and that acar or train on section 3 tions move a trip located near the next succeeding section.

I do not wish to be limited to the precise arrangement of train-stop circuits herein described of a train-circuit embodying my invention erally stated, as it is obvious that it may be used with different arrangements of signaling systems well kno'wn in the art as overlap, normal danger, Sec.

Having described the invention, I claim- 1. In combination with two railway-signals, a train-stop, the trip oi which is nor mally in its operative position, a motor for movlng said trip to inoperative position, an open circuit for said motor, and two circuitcontrollcrs in said circuit, one opera-ted to close the circuit only when one of the signals indicates danger and the other operated to close the circuit .only when indicates safety. e

2. In combination with two railway-signals, a train-stop, the trip of which is normally in its operative position, a motor for moving said trip to inoperative position, an open circuit for said motor, two circuit-controllers in said circuit operated respectively by the movement of the respective signals, one of said controllers bcing closod when its signal indicates danger, and the other one 'being closed when its signal indicates safety, and said motor being inoperative to move the trip until both controllers are closed.

3. In combination with block-sections of a railway, a train-stop for each block-section, the trip of which is normally in operative position, a motor connected to each trip for moving it into inoperative position, railwaysignals protecting each section, an open circuit for each motor, two circuit-controllers and illustrated,norlimited to the use the otherisignal enter section 2,

is not moved to its operative or move the trip B to inoperative position when will under similar GOIldiiwith the type of signaling system herein genin said circuit one being operated to close the circuit when the signal which protects the block in which the stop is'l'ocated is at danger position, and the other controller being operated to close the circuit when the signal protecting a block in advance is at safety position, and said motor being inoperative until after both controllers are in closed position.

4. In combination with the railway-signals of a block-signaling system, of a trainstop for each block-section, comprising a trip normally in its operative position and an actuating device, a circuit for said actuating device comprising an open circuit-controller closed by the movement of a si -nal to danger and a closed circuit-contro ler which is opened by the movement of a signal to dang 5. In combination with the railway-sig nals of a block-signaling system, of a trainstop for each block-section comprising a trip normally in its operative position and an actuating device, a circuit for said actuating device comprising an open circuit-controller closed by the movement of a signal, a closed circuit-controller opened by the movement of a signal to danger, and a shunt-circuit which includes a circuit-controller opened and closed by the movement of the trip of the train-stop.

6. The combination with a train-stop comprising a trip normally in its operative position and an actuating device, a circuit for said actuating device comprising a normally open circuit-controller anda normally closed c'ircuitcontroller, and suitable means for operating the circuitcontrollers.

7. The combination with a train-stop comprising a trip normally in its inoperative position and an actuating device, a circuit for said actuating device including an open circuit-controller located at one point and a closed circuit-controller located at a distant point, and a shunt-circuit for said actuating device which includes a circuit-controller operated by the train-stop.

8. In combination with block-sectionsof a railway, a train-stop for each block-section, the trip of which is normally in operative position, a motor connected toeach trip for "moving it into inoperative position, railwaysignals protecting each block section, an open circuit for each motor, two circuit-controllers in said circuit, one being operated to close the circuit when the signal which protects the block-section in which the stop is located is at danger position, and the other controller being operated to close the circuit when the signal protecting a block-section in advance is at safety position.

In testimony whereof I have signed my name to this specification in the presence of two subscribed witnesses.

HERBERT A. WALLACE.

Witnesses:

JOHN A. RENNIE, H. W. GRIFFIN. 

